1963 Corvette

Corvette's designers and engineers -- Ed Cole, Zora
Arkus-Duntov, Bill Mitchell and others -- knew that after 10 years in its basic
form, albeit much improved, it was time to move on. By decade's end, the
machinery would be put into motion to fashion a fitting successor to debut for
the 1963 model year. After years of tinkering with the basic package, Bill
Mitchell and his crew would finally break the mold of Earl's original design
once and for all. He would dub the Corvette’s second generation "Sting
Ray" after the earlier race car of the same name (but now spelled out in
separate words).

The independent rear suspension Duntov created for Sting Ray
was simple yet effective. It was essentially a frame-mounted differential with
U-jointed half-shafts tied together by a transverse leaf spring -- a design
derived from the CERV I concept. Rubber-cushioned struts carried the
differential, which reduced ride harshness while improving tire adhesion,
especially on rougher roads. The transverse spring was bolted to the rear of
the differential case. A control arm extended laterally and slightly forward
from each side of the case to a hub carrier, with a trailing radius rod mounted
behind it. The half-shafts functioned like upper control arms. The lower arms
controlled vertical wheel motion, while the trailing rods took care of fore/aft
wheel motion and transferred braking torque to the frame. Shock absorbers were
conventional twin-tube units.

Considerably lighter than the old solid axle, the new rear
suspension array delivered a significant reduction in unsprung weight, which
was important since the 1963 model would retain the previous generation's
outboard rear brakes.

The new model's front suspension would be much as before,
with unequal-length upper and lower A-arms on coil springs concentric with the
shocks, plus a standard anti-roll bar. Steering remained the conventional
recirculating-ball design, but it was geared at a higher 19.6:1 overall ratio
(previously 21.0:1). Bolted to the frame rail at one end and to the relay rod
at the other was a new hydraulic steering damper (essentially a shock
absorber), which helped soak up bumps before they reached the steering wheel.
What's more, hydraulically assisted steering would be offered as optional
equipment for the first time on a Corvette -- except on cars with the two most
powerful engines -- and offer a faster 17.1:1 ratio, which reduced lock-to-lock
turns from 3.4 to just 2.9.

The Development of the Sting Ray

The production Sting Ray's lineage can be traced to two
separate GM projects: the Q-Corvette, ­and perhaps more directly, Mitchell's
racing Stingray.

This "design heritage" photo was released to herald the 1963 Corvette Sting Ray. The Stingray racer and 1960 XP-700 show car front the new convertible and fastback.

The Q-Corvette, initiated in 1957, envisioned a smaller,
more advanced Corvette as a coupe-only model, boasting a rear transaxle,
independent rear suspension, and four-wheel disc brakes, with the rear brakes
mounted inboard. Exterior styling was purposeful, with peaked fenders, a long
nose, and a short, bobbed tail. The car was originally envisioned as one of a
full line of large rear-transmission cars with which the Q-Corvette would share
major components. But the passenger-car line was scrapped as being too radical,
and the Corvette variant suffered the same fate.

Meanwhile, Zora Arkus-Duntov and other GM engineers had
become fascinated with mid- and rear-engine designs. It was during the
Corvair's development that Duntov took the mid/rear-engine layout to its limits
in the CERV I concept. The Chevrolet Experimental Research Vehicle was a
lightweight, open-wheel single-seat racer. A rear-engined Corvette was briefly
considered during 1958-60, progressing as far as a full-scale mock-up designed
around the Corvair's entire rear-mounted power package, including its
complicated air-cooled flat-six as an alternative to the Corvette's usual
water-cooled V-8.

By the fall of 1959, elements of the Q-Corvette and the
Stingray Special racer would be incorporated into experimental project XP-720,
which was the design program that led directly to the production 1963 Corvette
Sting Ray. The XP-720 sought to deliver improved passenger accommodation, more
luggage space, and superior ride and handling over previous Corvettes.

1963 Corvette Design Features

While Duntov was developing an innovative new chassis for the 1963 Corvette,
designers were adapting and refining the basic look of the racing Stingray for
the production model. A fully functional space buck (a wooden mock-up created
to work out interior dimensions) was completed by early 1960, production coupe
styling was locked up for the most part by April, and the interior --
instrument panel included --was in
place by November. Only in the fall of 1960 did the designers turn their
creative attention to a new version of the traditional Corvette convertible
and, still later, its detachable hardtop.

For 1963, Corvette offered the first-ever Corvette coupe.

For one the first time in the Corvette's history, wind
tunnel testing helped refine the final shape, as did practical matters like
interior space, windshield curvatures, and tooling limitations. Both body
styles were extensively evaluated as production-ready 3/8-scale models at the
Cal Tech wind tunnel.

The vehicle's inner structure received as much attention as
its exterior aerodynamics. Fiberglass outer panels were retained, but the Sting
Ray emerged with nearly twice as much steel support in its central structure as
the 1958-62 Corvette. The resulting extra weight was balanced by a reduction in
fiberglass thickness, so the finished product actually weighed a bit less than
the old roadster. Passenger room was as good as before despite the tighter
wheelbase, and the reinforcing steel girder made the cockpit both stronger and
safer.

Symbolic of the car's transformation was the first-ever
production Corvette coupe -- a futuristic fastback that sported one of the most
unique styling elements in automotive history -- a divided rear window. This
feature had once been considered for an all-new 1958 Corvette, and Mitchell
thought enough of the backlight backbone to resurrect it for the 1963 redesign.
The rear window's basic shape, which was a compound-curve
"saddleback," had been originally conceived by Bob McLean for the
Q-model.

The rest of the Sting Ray design was equally stunning. Quad
headlamps were retained but newly hidden -- the first American car so equipped
since the 1942 DeSoto. The lamps were mounted in rotating sections that matched
the pointy front end with the "eyes" closed. An attractive beltline
dip was added at the door's trailing upper edge, a result of cinching up the
racing Stingray at the midriff. Coupe doors were cut into the roof, which made
entry/exit easier in such a low-slung closed car. Faux vents were located in
the hood and on the coupe's rear pillars; functional ones had been intended but
were nixed by cost considerations.

The redesigned 1963 Corvette Sting Ray featured a more user-friendly dash configuration.

The Sting Ray's interior carried a new interpretation of the
twin-cowl Corvette dash motif used since 1958, with the scooped-out semicircles
now standing upright instead of lying down. It was also more practical, now
incorporating a roomy glovebox, an improved heater, and the cowl-ventilation
system. Also on hand was a full set of easy-to-read round gauges that included
a huge speedometer and tachometer. The control tower center console returned,
somewhat slimmer but now containing the clock and a vertically situated radio
with a dial oriented to suit.

Luggage space was improved as well, though due to a lack of
an external trunklid, cargo had to be stuffed behind the seats. If you wanted
to carry anything other than passengers in the convertible, you also had to
disconnect the folded top from its flip-up tonneau panel. The spare tire was
located at the rear in a drop-down fiberglass housing beneath the gas tank
(which now held 20 gallons instead of 16). The big, round deck emblem was newly
hinged to double as a fuel-filler flap, replacing the previous left-flank door.

Though not as obvious as the car's radical styling, the new
chassis was just as important to the Sting Ray's success. Maneuverability was
improved thanks to the faster "Ball-Race" steering and shorter
wheelbase. The latter might ordinarily imply a choppier ride, but the altered
weight distribution partly compensated for it. Less weight on the front wheels
also meant easier steering, and with some 80 additional pounds on the rear
wheels, the Sting Ray offered improved traction.

Stopping power improved, too. Four-wheel cast-iron 11-inch
drum brakes remained standard but were now wider, for an increase in effective
braking area. Sintered-metallic linings, segmented for cooling, were again
optional. So were finned aluminum ("Al-Fin") drums, which not only
provided faster heat dissipation (and thus better fade resistance) but less
unsprung weight. Power assist was available with both brake packages.
Evolutionary engineering changes included positive crankcase ventilation, a
smaller flywheel, and an aluminum clutch housing. A more efficient alternator replaced
the old-fashioned generator.

Drivetrains were carried over from the previous model,
comprising four 327 V-8s, a trio of transmissions, and six axle ratios.
Carbureted engines came in 250-, 300-, and 340-horsepower versions. As before,
the base and step-up units employed hydraulic lifters, a mild cam, forged-steel
crankshaft, 10.5:1 compression, single-point distributor, and dual exhausts.
The 300-bhp engine produced its extra power via a larger four-barrel carburetor
(Carter AFB instead of the 250's Carter WCFB), plus larger intake valves and
exhaust manifold. Again topping the performance chart was a 360-bhp
fuel-injected powerhouse, available for an extra $430.40.

The car's standard transmission remained the familiar
three-speed manual, though the preferred gearbox continued to be the $188.30
Borg-Warner manual four-speed, delivered with wide-ratio gears when teamed with
the base and 300-bhp engines, and close-ratio gearing with the top two
powerplants. Standard axle ratio for the three-speed manual or Powerglide was
3.36:1. The four-speed gearbox came with a 3.70:1 final drive, but 3.08:1,
3.55:1, 4.11:1, and 4.56:1 gearsets were available. The last was quite rare in
production, however.

1963 Corvette Manufacturing and Marketing

The 1963 Corvette Sting Ray was an instant sensation and a
certifiable blockbuster. "Only a man with a heart of stone could withstand
temptation like this," the inaugural Sting Ray ad copy read. It would
prove to be prophetic. Corvette sales would skyrocket to heights never
imagined. The St. Louis factory where the Corvette was assembled would add a
second shift, yet still couldn't keep up with demand. Customers were forced to
wait up to two months for delivery -- and to pay full retail price for the
privilege. Even so, the Sting Ray maintained tradition by offering remarkable
sports-car value for the money. Base price was $4,037 for the convertible and
$4,257 for the split-window coupe.

What's more, used-car values for previous years' models
began heading upward, making this one of the first postwar cars to surpass its
original list price on the collectors' market. Today the Sting Ray generation
stands as perhaps the most desirable Corvette of all -- the 1963 split-window
coupe in particular.

The Sting Ray was lauded in the automotive press almost
unanimously for its handling, road adhesion, and sheer explosive power. Car Life bestowed its annual Award for
Engineering Excellence on the 1963 Sting Ray. Chevy's small-block V-8 -- the
most consistent component of past Corvette performance -- was rated by the buff
books to be even better in the Sting Ray. The 1963 was noted to have an edge
over past models in both traction and handling because the new independent rear
suspension reduced wheelspin compared to the live-axle cars. Testing a four-speed
fuelie with 3.70:1 axle, Motor Trend reported 0-30/45/60 mph in 2.9/4.2/5.8
seconds and a 14.5-second standing quarter-mile at 102 mph. The magazine also
recorded better than 18 miles per gallon at legal highway speeds and 14.1 mpg
overall.

The Sting Ray was a notch above even the best European
sports cars with its contoured bucket seats, telescopic steering wheel
adjustment, functional instrumentation, and a heating/ventilation system fully
able to cope with the greater extremes of the North American climate. True, the
steering column adjustment demanded a little wrench work. And yes, the seats
were a little low for some, though that was because Duntov wanted them that way
for a low center of gravity. But overall, the Sting Ray was the most civilized
Corvette ever and one of the most refined sporting cars built anywhere on the
planet. Buyers now even had the option of ordering the car with leather
upholstery and air conditioning.

The 1963 Corvette Sting Ray design has come to be regarded as a modern classic.

Chevrolet's advertising for 1963 made the most of the
Corvette's improved accommodations with a pair of ads. One headline offered,
"Power brakes, power windows, power steering, air conditioning, automatic
transmission ... why do they call this a sports car?" The second reversed
the same basic theme with, "Looks like a sports car, feels like a sports
car, performs like a sports car, how come it's a luxury car?"

An astounding 21,513 units would be built for the 1963 model
year, which was up 50 percent from the record-setting 1962 version. Production
was divided almost evenly between the convertible and the new coupe -- 10,919
and 10,594, respectively -- and more than half the convertibles were ordered
with the optional lift-off hardtop. Nevertheless, the coupe wouldn't sell as
well again throughout the Sting Ray years. In fact, not until 1969 (by which
time the coupe came with removable T-tops) did the closed Corvette sell better
than the open one.

Equipment installations for 1963 began reflecting the
market's demand for more civility in sporting cars. For example, the power
brake option went into 15 percent of production, power steering into 12
percent. On the other hand, only 278 buyers specified the $421.80 air
conditioning; leather upholstery -- a mere $80.70 -- was ordered on only about
400 cars. The beautiful cast aluminum knock-off wheels, manufactured for Chevy
by Kelsey-Hayes, cost $322.80 a set, but few buyers checked off that option.
However, almost 18,000 Sting Rays left St. Louis with the four-speed manual
gearbox -- better than four out of every five.

1963 Corvette Specifications

The 1963 Corvette Sting Ray not only had a fantastic new design, but also newfound handling prowess. The Sting Ray was also a somewhat lighter Corvette, so acceleration improved despite unchanged horsepower. Here are the specifications for the 1963 Corvette Sting Ray: